High-pressure lubricating-pump with double discharge.



E. H. McCLELLAND.

HIGH PRESSURE LUBRIGATING P UMP WITH DGUBLE DISCHARGE.

. APPLICATION FILED JUNE 12. l9I6.

1,228,336. Patented May 29, 1917.

1 INVENTOR b Barfly HM y ATTYS.

UNITED STATES PATENT OFFICE.

EARBY H. MOCLELLAND, OF TUCSON, ARIZONA, ASSIGNOR TO JOSEPH F. HEIMBAGH,

. TRUSTEE, OF TUCSON, ARIZONA.

HIGH-PRESSURE LUBRICATING-PUMP WITH DOUBLE DISCHARGE.

Specification of Letters Patent.

Patented May 29, 1917.

Application filed June 12, 1916. Serial No. 103,258.

To all whom it may concern:

Be it known that I, EARBY H. MoCLnL- LAND, a citizen of the United States, residing at Tucson, in the county of Pima and State of Arizona, have invented new and useful Improvements in I-Iigh-Pressure Lubricating-Pumps with Double-Discharge, of which the following is a specification.

My inventionrelatesto a high pressure lubricating pump, especially adapted for feeding a lubricant to the cylinders of a locomotive engine. r

The lubricators of locomotive engines, and especially of engines using superheated steam now commonly in use are defective for the reason that they will not positively and at regular intervals feed the required amount of lubricant to the engines. The ordinary practice is to place a lubricant under boiler pressure and feed it downward to the cylinders from a point within the cab of the locomotive, the lubricant moving under the action of gravity and being fed into the cylinders either direct or through the exhaust from the motorof an air compressor or the like, the exhaust pressure operating the 111- bricating pump. Where the locomotive is consuming large quantities of steam, as when it is workinghard, pulling a heavy load or drawing a train up an incline, the oil in the oil line will fail to feed properly on account of the condensed steam in the lower part thereof and the oil pipe will gradually fill with oil. The cylinders WOIking without the proper lubricant, will generate a greatamount of friction heat which will cause a grinding and burning out of the cylinders. If this condition continues for any length of time, the engine will become red hot from friction heat. If the engine in this condition has reached the top of an incline and is now going down hill and the engineer closes the throttle, the oil which has accumulated in the oil line will now be free to pass into the cylinders and a large quantity of oil to be fed thereinto all at once. The oil striking the red hot metal W111 carbonize and gasify, sometimes causing an explosion. Such explosion may cause a shooting off of the crank pins on themain wheels, or the blowing out of the cyllnder heads. Sometimes the piston heads are broken and the cylinder rings are fractured into small pieces The principal obgect of this lnvention 1s to construct a pump which will positively and at regular intervals feed a graduated quantity of lubricant to the cylinders of a locomotive engine, both when the engine is working and steam is admitted to the steam chest, and when the throttle is closed and the locomotive is drifting.

It is another object of this invention to provide a pair of lubricating pumps mounted on the steam chests of the cylinders of the engines at opposite sides of the locomotive, said lubricator pumps being with two discharge ports connected to the valve chests of both engines whereby if for any reason one of said pumps becomes inoperative, the other pump will supply and feed the desired amount of oil to both engines.

With the above and other objects in view which will appear as the description proceeds, my invention consists in the construction arrangement and combination of parts hereinafter described and claimed.

My invention will be better understood with the aid of the accompanying drawings which form a part of this specification and in which I have illustrated a practical and convenient embodiment of my invention.

In the drawings:

Figure l is a front elevation of a locomotive engine showing a pair of my lubricator pumps mounted on the steam chests at opposite sides of the engine.

Fig. 2 is a vertical cross section through the lubricator pump.

Fig. 3 is a horizontal section on line 3-3, Fig. 2.

In the drawings 10 and 11 represent the cylinders of a railway locomotive mounted on opposite sides of the boiler 12. 13 is a cylinder lubricator mounted in a convenient place in the cab of the locomotive from which oil pipes 14 and 15 lead to lubricator pumps 16 and 17 mounted on the steam chest of the cylinders 10 and 11, respectively. Each lubricator pump has two discharge pipes, one leading to the valve chest on which the pump is mounted, and the other leading to the valve chest of the engine on the opposite side of the boiler. 18, 19 designate the primary and secondary discharge pipes of pumps 16, and 18, 19' the primary discharge pipes of pump 17. Therefore each pump supplies the lubricating oil to both engines.

Referring now to Fig. 2 of the drawings which illustrates the internal construction of lubricator pump 17, 20 designates a motor cylinder of respectively .large bore in which a motor piston 21 is reciprocally mounted. A pump plunger 22 integral with said piston extends vertically upward from the middle thereof and is slidably mounted in the pump cylinder 23 formed in the extension 24 at the top of the cylinder 20, From the lower end of extension 24 a circular neck 25 projects downwardly centrally into the cylinder 20, whose interior forms an extension of the plunger cylinder 23. A helical, spring 26 encircling the neck 25 tends to move the piston 21 to the lower end of the cylinder 23 in engagement with a bushing 27 mounted between the lower end of said cylinder and a tubular connection 28 adapted to be mounted at one end of the steam chest of the engine. A small bore 29 in the pump plunger 22 connects the upper end of the plunger cylinder 23 with the annular spring chamber 30, which is formed between the plunger cylinder 25 and the walls of the cylinder 20. From the upper extension 24 of the cylinder 20, a pair of tubular arms 31 and 32 extend in opposite directions and at right angles to the plunger cylinder 23, the arm 31 being connected to the primary discharge pipe 18 leading to the valve chest. The outer end of said tubular arm 31 has mounted therein a bushing 33 provided with a valve seat 34 on its inner end against which a ball check valve 35 is adapted to be seated. The tubular arm 32 is similarly constructed with a bushing 33, a valve seat 34 and a check valve 35, and is connected with the secondary discharge pipe 18 leading to the valve chest on the opposite engine.

The inner ends of the bushings 33 and 33 are reduced in diameter and form an annular chamber 36 communicating by means of lateral oil outlet ports 37 with the interior of the bushings.

In axial alinement with the plunger cylinder 23 is a tubular oil inlet arm 38 adapted to be connected with the oil pipe leading from the lubricator in the'engineers cab. A bushing 39 extends into the tubular arm 38 and is provided at its inner end with a valve seat 40 for the reception of a check valve 41, whose downward movement is limited by a transverse pin 42. The tubular arms 31 and 32 are connected by a straight passage 43 of reduced diameter, said passage being intersected at right. angles by a straight passage 44 connecting the pump cylinder 23 with the tubular oil inlet arm 38.

The construction of pump 16 is exactly like the construction of pump 17 just clescribed.

Operation.

A lubricator oil is fed from the lubricator 13 by the oil pipes 14 and 15 to the lubricator pumps 16 and 17 entering each through the arms 38 and filling the tubular arms and the plunger cylinder 23 with oil., The small bore 29 in the plunger 22 will conduct the oil to the annular spring chamber 30. The object of the bore 29 connecting the plunger cylinder and the annular chamber 30, is to avoid the formation of a vacuum therein. As the piston 21 reciprocates the passage 29 will permit the oil to pass freely from the plunger cylinder 23 to the annular spring chamber 30 in either direction. If the passage 29 were not provided, the annular chamber 30 would, after the device had been used for a. long time, become filled with oil through leakage between the plunger cylinder 23 and the plunger 22. When so filled with oil, the proper operation of the pump would be interfered with. The provision of the passage 29 avoids such interference.

Let it be assumed that the tubular arms and the plunger cylinder 23 of each of the,

pumps is filled with oil. As steam is admitted to the end of the steam chest on which the pump is mounted, the steam will move the motor piston 21 and the plunger piston 22 integral therewith upwardly against the tension of the spring 26. The upward movement of the motor piston will move the check valves 35 and 35 of the discharge arms from their seats. The check valve 41 in the oil inlet arm 38 will be moved against its seat, preventing the passage of oil to return into the oil feed pipe. In the operation of the pumps 16, 17 the oil passing through the lateral ports 34 of the bushing 33 will pass through the primary discharge pipes 28' and 28, respectively into the steam chest on which the respective lubricator pumps are mounted. Another charge of oil will pass through the lateral ports 36 of the bushing 33 of the discharge arms 32 and thrice through the secondary discharge 29 and 29, respectively, into the valve chests of the engines on opposite sides of the boiler.

During the operation of railroad locomotives, especially those of the superheated steam type, it is not an infrequent occurrence that the oil feed pipes leading from the lubricator on the engineers cab to the lubricator pumps become clogged up or inoperative from various causes. The engineer in charge will often fail to discover the fact that one or the other of his oil feed pipes is out of order, for the reason that the lubricator appears to be feeding the oil the same as usual. For reasons stated above serious trouble is apt to occur because of insuflicient lubrication of the steam engine Whose oil feed pipe is out of commission. By my arrangement, each lubricator pump feeds constantly an equal charge of oil to the engines on either side of the boiler. Therefore even if'one oil feed pipe is out of order, oil will be supplied to both engines. As soon as the engineer discovers the fact that one oil feed pipe or one pump is out of order, he may increase the feed of oil to the other pump thereby supplying both engines with the required amount of lubricating oil.

I claim:

1. The combination of a pair of lubricator pumps adapted to be mounted on the engines on opposite sides of a boiler, each of said pumps comprising a body provided with a relatively large bore at one end thereof forming a motor cylinder, a downwardly extending steam inlet port for said cylinder adapted to be connected to one end of the steam chest of the engine, said body having a relatively small bore at the other end thereof, forming a pump cylinder, a motor piston disposed within said motor cylinder,

' a pump plunger secured to said motor piston and disposed in said pump cylinder, a helical spring tending to move said motor piston toward said steam inlet port, a pair of oppositely disposed discharge ports leading from said pump cylinder, one of said discharge ports being connected to the steam chest of the engine on which the pump is mounted, the other discharge port being connected to the steam chest of the other engine, check valves controlling said discharge ports, an oil inlet port for said pump cylinder and a check valve controlling said inlet port.

2. The combination of a pair of lubricator pumps adapted to be mounted on the engines on opposite'sides of a boiler, each of said pumps comprising a body provided with a relatively large bore forming a motor cylinder, a steam inlet port for said cylinder adapted to be connected to the steam chest of the engine on which the pump is mounted, a pump cylinder of relatively small bore, a motor piston disposed within said motor cylinder, a pump plunger operatively con- Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, l

nected to said motor piston and disposed in said pump cylinder, a pair of valve controlled discharge ports leading from said pump cylinder, one discharge port connected to the steam chest on WlllCll the pump is mounted, the other to the steam chest of the other engine, and a valve controlled oil inlet port for said pump cylinder.

8. The combination of a pair of lubricator pumps adapted to be mounted on the engines on opposite sides of a boiler, each of said pumps comprising a body provided with a relatively large bore at one end thereof forming a motor cylinder, a steam inlet port for said cylinder adapted to be connected to the steam chest of the engine, a pump cylinder of relatively small bore, a motor piston disposed within said motor cylinder, a pump plunger operatively connected to said motor piston and disposed in said pump cylinder, a pair of discharge ports leading from said pump cylinder, one of said ports being connected to the steam chest of the engine on which the pump is mounted, the other dis charge port being connected to the steam chest of the engine at the other side of the boiler, and a valve controlled oil inlet port for said pump cylinder.

4. The combination of a pair of engines disposed on opposite sides of a boiler, a high pressure lubricating pump adapted to be operated from the steam in the steam chest mounted on each of said engines, a valve controlled oil inlet port for each of said pumps, a pair of valve controlled discharge ports for each of said pumps, said discharge ports of each pump supplying oil to both engines.

In testimony whereof I have signed my name to this specification.

EARBY H. McCLELLAND.

Washington, D. C. 

